Multiple-cylinder steam-engine.



PATBNTBD DNG. 29,1903.

, I H. s. BALDWIN. ,MI'JLTIPLE CYLINDER. STEAM ENGINE.

AAPPLICATION FILEDA JUNE 1, 1903.

ZSHEBTS-SHBET 1Y N0 MODEL.

4W@ .n m.

may www ea o@ n. IS ww n e .H

witnesses w: Noms Pneus cn, unofaum'u.. wAsmNaoN, c.

PATENTED DEG.' 29,19.o 3.

H. S. BALDWIN. MULTIPLE CYLINDER STEAM ENGINE.

APPLIOATIN FILED JUNE l| 1903.

2 SHEETS-SHEET 2.

N0 MODEL.

Inerwtor yaldirj Herr Tus Nnnmsyzrsns co. mom-umn. wAsnmsroN. n, c.

IOl

' cylinder type -of steam-engine with portions.

Patented December 29, 1903.

PATENT OFF-ICE.

HENRY S. BALDWIN, OF LYNN, MASSACHUSETTS, ASSIGNOR, BY MESNE ASSIGNMENTS, OF NEW YORK.

To GENERAL ELECTRIC COMPANY, A CCRPCRATICN MULTIPLE-CYLINDER STEAM-ENGINE.

{SPECEFICATION formng'part of Letters Patent N o. 747,926, dated December 29,1903.

' Application filed June 1,1903. serai No. 159,483. cid model.)

To all whom t may concern/:

Be it known that I, HENRY S. BALDWIN, a citizen of the United States, residing at Lynn, county of Essex, State of Massachusetts, have invented certain new and useful Improvements lin Multiple-Cylinder Steam-Engines, of which the following is a specification.

The present invention relates to a multiplecylinder steam-engineer' that type disclosed in the joint application of Hermann Lemp and Otto F. Persson, Serial No. 138,616, filed January 12, 1903, whereby parallel reciprocating motion of the several pistons is Converted by means of a wabbler-into rotary motion of the central crank-shaft disposed parallel to the direction of motion of the pistons.

Generallystated, the presentinvention consists in certain novel features of construction whereby the engine is renderedmore simple, durable, and cheap to construct.

For a consideration of what I believe to be novel and my invention attention is called to the description and Claims appended thereto.

In the accompanying drawings, which represent one embodiment of my invention, Figure l is a longitudinal section of a multipleofthe cylinder and cross-head sections broken away. Fig. 2 is a vertical transverse section taken on line 2 2 of Fig. 1, showing the steamadmission valves and guide-ringfor the valvetappets. Fig. 3 is a detail section of a portion of a cylinder, the steam-chest, and valve mechanism. Fig. 4 is a perspective View of the valve-tappet guide-ring; and Fig. 5 is a vertical transverse section of the engine,taken on line 5 5 of Fig. 1 and showing the interior of the cross-head section.

Similar reference characters indicate corresponding parts.

As I have selected to illustrate the distinctive features of myinvention as applied to the engine set forth in the application hereinbefore named of Hermann Lemp and Otto F.l

Persson, Serial No. 138,616, the description of the details of construction of theengine in this case will pertain more especially to those parts to which my invention is particularly related.

tions-namely, the wabbler-section A, the

closingsection D-the several sections being separably secured' together by logitudinal side bars E, which latter are shown in section in Fig. 5.

While it is desirable to suspend the engine on transverse bars between su pporting-beams, as referred to in the above-mentioned application, I have found lit preferable for the purpose of facilitating the removal of the engine from its su pportingcross-bars to furnish the hangers with removable caps. Thus the hangers 1 and 2, respectively, of the wabhlercage 3 and the plate 4 of the head portion of the cam-inclosing section are provided with cross-head and steam-exhaust section B, the Ycylinder or piston section O, and the cam-incaps 5, that are secured to the hangers by through-bolts in a common manner.

The section A, containing the wabbler 6,

its bearing and guiding devices, the crank' shaft 7, extending longitudinally andcen-Y trally through the several sections, and the crank-pin connection with the wabbler, the cam-inclosing section D, and the front bearing 8 of the crank-shaft are features all of familiar construction and the same involve no elements of my invention. The cross-head section B embodies in a single casting, preferably of iron, cross-head guides 9, circumferential con'nectingwebs 10 between said cylindrical guides 9 for the cross-heads are four in number, as shown, and are disposed symmetrically around the centralshaft 7, with their axes parallel with that of the shaft. The circumferential webs 10 connect the cross-head guides tangentially at their outermost points, so as to form,in connection with the end plate 14C of the cross-head section and the main shaft-bearing 11, carried thereby, a hollow interior, that combines with the Wabbler-section to form a closed-in oil-containing chamber for the crank and the Wabbler. The main shaft-bearing is provided with an annular oil-duct 15, communicating With the closed-in chamber, and thus bythe splashing of the oil therein the shaft and other parts are properly lubricated. y

In order to maintain atmospheric pressure and free circulation of air within the closedin chamber, an oil-entrapping ventilator 16 is provided in the top connecting-web of the cross-head section, the same being of common construction.

The exhaust-chamber is substantially an annular plate having circular recesses 18', Fig. 1, that register with the open ends of the piston-cylinders 18, and between and connecting these recesses are cored-ont passages 17, so that by means of these passages and recesses the open ends of the piston-cylinders are all in constant communication, or, in other Words, the exhaust-chamber is a common exhaust for the cylinders. The plates 12 and 1-1 are provided with bosses 19 on their exterior surfaces, which aline With the axes of the piston-cylinders and cross-head guides and in which are tightly fitted sleeves 2O for protecting the piston-rods 21. inder-section C comprises a plurality of cylinders arranged in a manner similar to the cross-head guides relatively to the central shaft 7. These cylinders are connected at their open ends by a plate portion 22 and at their closed ends or heads by a steam-carrying conduit 23, which latter extends circumferentially of the group of c ylinders and carries forwardly-extendinfg steam-chests 24:. At a suitable point, preferably at the bottom, the steam-conduit 23 is` provided with a throttlevalve 25, connected directly thereto. The exhaust or open ends of the cylinders are provided with approximately semi-annular exhaust-passages 2b', as shown in Figs. 1 and 2, that open into the recesses 18, said passages 26 having communication with the steamspace of the cylinders through ports 27,which are uncovered at the end of the outward stroke of the pistons.

The admission ends of the cylinders are provided with the usual clearance-spaces 28, that communicate with the conduit 23 through the steam-chests 24E. The steam-chests are arranged at the heads of the cylinders and arefdivided into two compartments by partitions 29, which latter are provided with valveseats for the steam-admission Valves, preferably puppet-valves 30, as shown in Figs. 2 and 3. The valves are arranged to open outwardly, so as to relieve any undue compression in the cylinder due to any cause.

The stems 31 of the valves pass through elongated bushings or sleeves 32,Which are screwed into the steam-chests in such a po- The cylsition as to be arranged radially with respect to a point coincident with the axis of the central shaft. At the inner ends of the stems 3l are tappets 33, having rectangular guidesurfaees, and antifriction-rollers 34, that engage with a revolving cam-sleeve 35 on the central shaft. The usual valve-springs 36, surrounding the stem and bushing, are provided. Situated in line with the outerend of each Valve-stem is an opening which is closed by a detachable screw-threaded plug. By removing the plug and the key or nut which is attached to the inner end of the stem the valve as a Whole can be removed without taking down the engine or disturbing its antifriction roller or guide. Manifestly such an arrangement is desirable, since it permits of repairs being quickly made.

The cam-inclosing section D forms a housing for the cam-sleeve and valVe-tappets. These last mentioned members extend through openings in the wall of the cam-inclosing section, and they are guided by means of a stationary guide ring or plate 37, Figs. l and 4. This ring consists of a casting of suitable bearing material having a flat portion 38 and diametrically opposite grooves 39, extending from the circumference to the opening at the center of the ring, as shown in Fig. 4.

The guide-ring 37 is assembled in the carninclosing section D, which latter is cast with a reduced portion 40, Fig. l, that encircles the central shaft and projects into the cylinder-section C between the cylinders. The guide-ring surrounds the cam-sleeve 35 on the central shaft and is secured to the reduced portion, as by riveting, the upper part of the ring being recessed to provide for the movement of the cam-actuating device or shipper 4:1. The valve-tappets are confined in the flat-sided grooves 39 of the guide-ring, which afford large bearings to insure perfect alinement of the valve-stems on their bearing-sleeves. Another object, however, attained by the guide-ring is that ol obviating the use of separate guide-bushings in the wall of the cam-inelosing section D for the valve-stems, as in the construction hitherto.

The reduced portion 4:0 of the cam-inclosing section is provided with a guide 42, which registers with a similar guide 43 on the main shaft-bearing 11. The cam-shipper is movably supported in these guides, audits movement is accomplished by a rack carried on its rear end, that meshes with a pinion 44, Fig. 5, secured adjacent the lower end of a shaft 45, which extends vertically from a stepbearing in the main shaft-bearing l1 through a removable bearing 46, attached to the top one of the bridge-pieces 13 and having a sprocket-wheel 47 keyed to its upper end. The cam-sleeve carries suitable cam-surfaces, which while revolving with the crank-shaft 7 engage successively the valve-lappets that aetuate the valves, and in order to control ICO the action of the engine the cam-shipper is operated so as to present the desired working surface of the cams or non-Working surface of the sleeve to the tappets for regulating the point of cut-olf of the steam-admission or for throwing the valves out of service'in a manner Well known.

The front of the cam-inclosing section D is closed by the upper plate 4, carrying the hanger 2, as hereinbefore mentioned, and a lower plate 48, which together form the head of thesection,and these also support the front bearing 8 for the crank-shaft.

The motive parts of the engine are of familiar construction, consisting of a plurality of pistons 49 and cross-heads 50, adapted to reciprocate, respectively, in vthesteam-cylinders and cross-head guides,piston-rods 2l, connecting-rods 51,'the wabbler 6, and the crank 52 of the central shaft 7.

From the foregoing description the operation of the engine Will be understood to be as follows: Steam is admitted to the cylinders in successive order, thereby imparting successive impulses to the pistons under the expansion of th'e steam. The motion of the pistons is communicated to the Wabbler, causing a rotative movement of the crank-pin, which in turn imparts its movement to the crank-shaft. As the cam-sleeve rotates with the crank-shaft the cams are brought into active engagement with the val ve-tappets one after another,opening the valves successively and admitting the steam to the piston-cylinders in the same order. Reversing the order of opening the valves obviously changes the direction of rotation of the crank-shaft.

In accordance with the provisions of the patent statutes I have described the principle of operation of. myfinvention, together with the apparatus which 1 now consider to be the best embodiment thereof; but I desire to have it understood that the apparatus shown is only illustrative and that the inventien can be carried out byother means` What I claim as new, and desire to secure by Letters Patent of the United States, is-

I. In a multiple-cylinder engine, the combination with a central shaft, of a cylindersection, and a cross-head section having an integral exhaust-plate.

2. In a multiple-cylinder engine, the combination with a central shaft, of a cylindersection,a cross-head section,an exhaust-plate, and bridge-pieces integral with said crosshead section and exhaust-plate. p

3. In a multiple-cylinder engine, the combination with a central shaft, of a supporting-frame, a cylinder-section, and a crosshead section carrying an exhaust-plate integral therewith.

4. In a multiple-cylinder engine, a crosshead section, comprising an integral casting having parallel guides, a crank-shaft bearing, an exhaust-plate, and bridge-pieces connecting the plate and guides.

5. In a multiple-cylinder engine, a crosshead section, comprising an integral casting of parallel cylindrical guides suitably spaced about a common axis, a forwardly-extending crank-shaft bearing, an exhaust-plate, and bridge-pieces connecting the plate and guides.

6. In a multiple-cylinder engine, the combler mounted therein, a cross-head section havingahollow portion forming with the Wabbler-section an inclosed oil-containing chamber for the wabbler and crank, and an oiltrap ventilator in the cross-head section.

8. In a multiple-cylinder engine, the combination with a central shaft, of a cylindrical section, a cross-head section comprising a casting having cylindrical guides, an exhaust-plate and bridge-pieces, and means supporting the sections in position around the central shaft.

9. In a multiple-cylinder engine, a cylinder-section comprising an integral casting having a plurality of cylinders, a plate connecting the cylinders at one end, a circumferential steam-conduit connecting the cyl-inders at the opposite end, and steam-chests ICO extendinglongitudinally from the steam-cony bination with a central shaft, of a cylinder-v section, pistons therefor, steam-chests therefor, admission-valves operating in the chests, bearing-sleeves for Ithe stems of the valves, cam and tappet means for actuating the valves, and a guide-ring surrounding the central shaft for guiding the tappets of the valvestems.

12. In a multiple-cylinder steam-engine,the combination of a central shaft, a cylindersection, pistons therefor, a cam-sleeve on the shaft, a shipper for actuating the sleeve, a cam inclosing section, steam ad mission valves, a stationary guidering arranged in the cam-inclosing section, the said ring being slotted in the line of movement of the shipper, and valve-tappets extending into the cam-inclosing section and being guided by thering.

13. The combination of a plurality of cyllIIO inders, pistons therefor, steam-chests, admission-valves therefor, radially-disposed vaivestems, bearing-sleeves for the valve-stems, tappets at the outer ends of the stems, and a plate having radial grooves forming guide- Ways for the VaVe-stem tappet-s.

14. The combination of a plurality of cylinders, pistons therefor, a steam-chest radially disposed, springcontroller puppet- 1o valves therefor, cam-actuating means for the Valves, a guide-ring providing bearings for the outerends of the va1ve-stems,and a crank for actuating the Cams.

In witness whereof I have hereunto set my hand this 28th day of May, 1903.

HENRY S. BALDWIN.

Witnesses:

`DUGALD MCK. MCKILLOP,

JOHN A. MCMANUS. 

